Automatic switch.



W. E. DEWEIN, G. S. ROBERTS & J. B. VAN PBLT.

' AUTOMATIC SWITCH.

APPLIOATION FILED APR. 3.190s.

Patented May 18, 1909.

3 SHEETS-SHEET 1.

\A/lTA/ES-SESL THE mmms PETERS colfwnsumamu, n. c

W. E. DEWEIN, G. S. ROBERTS (in J. B. VAN PELT.

AUTOMATIC SWITCH. APPLIGATION FILED APB. 3.1908,

Patented May 18, 1909.

3 SHEET S-SHBET 2\ MAMA/7035:

v\ TA/ESSES In: NORRIS PETERS co., wasnmamn, a. c.

W. E. DEWEIN, G. S. ROBERTS & J. B. VAN- PELTP AUTOMATIG SWITCH. A?PLIOATION IILBD APE. 3.190s.

Patented May 18, 1909.

3 SHEETS-SHEET 3.

M/lTA/ESSE s 1H: NURRIS PsTsks co., WASHINGTON. nv c.

' UNIT ST1lE$ A'FEN'I OFFICE.

WILLIAM E. DEWEIN, GEORGE S. ROBERTS, AND JOHN B. VAN PELT, OFGALESBURG, ILLI- NOIS; SAID ROBERTS ASSIGNOR TO SAID DEWEIN AND VANPEI/I.

AUTOMATIC SWITCH.

Specification of Letters Patent.

Patented May 18, 1909.

Application filed April 3, 1908. Serial No. 425,049.

switch per se, but also to the semaphore,

switch-stand, signal-lights and means by which they are actuated.

he necessity of a switch and its accompaniments which may besuccessfully and with certainty actuated by means carried by a traineither approaching or leaving it is too well known to here requiredetailed recital. However, a brief resum of the objects of the inventionwill be given.

Switches are frequently located at the lower edge of a hill or grade. Inthis event it is practically impossible to stop a heavy train at thatpoint and then for a trainman to get off, throw the switch and the trainget in motion to climb the hill. To obviate this, the train is stoppedat the top of the grade, where the trainman gets off, runs to theswitch, wiich is frequently a half-mile or more distant, and throws it,whereupon the train is run past the switch and onto the side track, orpassing track, when the trainman throws the switch to again open themain track. To provide means whereby the engineer from his position inthe cab controls the tracks, the semaphore, the switch-stand and lights,without stopping the train and without leaving the engine, constitutesone object of the invention.

To subserve economy in operating expenses, first, by saving in therunning time, and second, in effecting a great saving of fuel, which islost because of stopping and starting the train, constitutes anotherobject of the invention.

To provide means whereby the switch may be manually operated constitutesstill another object of the invention.

To provide means for automatically looking the switch after it has beenlikewise (automatically) thrown, and while the train is passing to andonto the side or passing track constitutes still another object of theinvention.

To provide a simple and efficient means which may be carried on asuitable part of an engine or car and readily actuated by the engineeror motorman to contact the tripable means which actuates the switchpoints, semaphore and signal lights constitutes another object of theinvention.

To provide for saving the water which is ordinarily blown out of thesmokestack when starting an engine, especially when drawing a heavytrain, constitutes a still further object.

That the mechanism constituting the c means above recited be durable,strong and simple, is a prime requisite, and to provide such means forcarrying out these ends constitutes still another obj ect.

The principal object of the invention, however, is to prevent wrecks onopen switches, by providing mechanism which is so constructed that theaction of the train controls it utterly, and in which the maintrack isalways open except during the time that the train is passing from themain to the passing track or vice versa.

The invention accordingly consists in the features of construction,combinations of elements and arrangement of parts for coaction, and thescope of which will be pointed out in the accompanying claims.

In the accompanying drawings, in which the same reference numeralindicates the same part in the different figuresz-Figure 1 is a topplan, partly broken away and partly in section, the parts being shown asin nor mal positions, or automatically set for the main track; Fig. 2, abottom plan, the parts in the same positions as at 1; Fig. 3, a topplan, partly broken away, the parts shown as set for the siding orpassing track; Fig. i, a side elevation, the parts in the same positionsas at Fig. 1, seen in the direction of the arrows a-a; Fig. 5, asectional view in the line 33 in Fig. 3; and Fig. 6, an enlarged sideelevation of the lever-mechanism for operating the means which actuatesthe switch, semaphore and switch-lights.

In order to render more clear the general idea of the invention, it mayhere be noted that the device consists in pivoted or rocking meanspositioned near the tracks, which means controls the parts hereinbeforepointed out, and which is itself adapted to be contacted and tripped bymeans carried on and by the engine and under direct control of theengineer. And while we have herein shown and shall hereinafter describeour i1nprovcments in connection with a steam railway,

we wish it to be understood that it is equally applicable to electricrailways and street car systems.

There is such similarity in the construction of switches and side-tracksthat our invention may readily and practically be adapted to any ofwhich we are aware.

In the track-construction illustrated in the drawings 2 represents therails of the main track; 3, the frog; 4, the switch-points; 5, thesiding; and 6, the angular approach thereto. i tionary or fixed exceptthe switch-points, which are loosely secured at one end between fishplates 7 in order that their free ends may swing to adapt themselves toeither the main track or the siding. An auxiliary rail 8, which is shownas a knife-rail tapered to a point at each end, is pivoted by hinges 9to an angle-iron support 10 spiked to the ties 11 along the outer. sideof the approach 6., and is held from movement in one direction by atie-rod 12 which passes through the horizontal base of the support 10.The inner end of the knife-rail extends over the elongated ties 13 whichare preferably supported on other ties 1 4, and these ties together forman open box-like structure in which are mounted numerous parts of ourimprovements. It is left open at its ends in order to facilitate theescape of water, and is also open at its top for ready and convenientaccess to the mechanism. 2

Pivoted to the upstanding arm of a bracket 15 is a bell-crank-shaped dog16, to the lower end 01" which is pivoted one end of a connecting rod17, the other end of which is pivoted to the lower end of a rocker 18fulcrumed at its midlength on a pintle l9 andits upper end pivoted tothe edge of a switch-shiftingplate 20 to which the terminals of theswitchpoints are also movably secured. To the under side of the plate 20and near its midlength is fixed one end of a heavy retractile spring 21,the other end of which is secured to the eye of a bent rod 22 fixed tothe end of the ties 13. It will be evident that thus secured theterminals of the switch-points will be normally drawn to at all timeshold them in the position shown best at Fig. 1, or for a clear maintrack.

Fulcrumed at 23 to a strong supporting bracket 24 located preferablynear each endof the switch is a substantially Y-shaped tripping-lever25, to the stem 25 ofwhich is secured one end of a connecting rod 26fitted with a turn-buckle 27, the inner ends of said rods beingrespectively pivoted to opposite ends of a rocker 28 (Fig. 2,) fixed atits midlength on the switchlight standard 28 Suit- These, as18130111111011, are all sta- I is hinged one end of a link 33 providednear the end with a longitudinal slot 34 in which is mounted the head ofa pin 35 fixed to the shifting-plate 20. A similar pin 36 is fixed tothe other end of said plate and is mounted in a slot 37 in another link,38, the distant end of which is provided with an eye adapted forengagement with the laterally bent arm 39 of the switch-stand standard40 which is fitted at its top with a hand-lever 11.

42 represents an ordinary switch-stand.

To the lower side of the plate 20 is secured by the pin 36 one end of adraw-bar 43, its other end being connected to one arm of a bell-cranklever'l l l lulcrumed at 45 to any suitable support 46. The other arm ofthe lever is pivoted to the semaphore standard 19 at 47. In the event ofit being desirable or necessary to manually operate the switchpoints,signal light and semaphore, the brakeman or other operator will, bythrowingthe lever 41 to the position shown at Fig. 3, draw on thebar 43to move the plate 20 and thereby the. parts just recited to the positionshown at same figure, in position for a train to pass upon the siding.The switch may be locked in this position by any of the wellknown means.The dog will fall from beneath the knife-rail and thelatter will fall byits own gravity. The depending arm of the lever 14 will be forcedoutwardly, and (said lever rocking on its fulcrum) the other arm will bedriven upwardly and carry with it the standard 49 to thereby raise thesemaphore arms 50. Although we have described a means for manuallylocking the switch it neednot he so done after the front wheels of theengine have passed onto the knife-rail, as the weight thereof and ofthose following will depress the rail and hold. it in contact with thedog and thus lock the switch. The knife rail is oisuoh length that notrucks will be sufiiciently long to stride it, thus eliminating dangerof splitting a train passing onto the siding. Immediately, moreover,when the train has passed from the auxiliary rail and onto the siding,the spring will act to retract the moving parts to their normalpositions and leave the main track clear for the passage of anothertrain.

To actuate the forkedlevers 25 any suitable device adapted to be carriedon or by the. engine or cars and to be actuated by a train manmay beemployed. At Fig. 1, we have illustrated a simple and preferred meansfor accomplishing this object, where are shown in outline the floor 52and wheels53 of a locomotive. A portion of this means is also shown atFig. 6. A split-segment rack 54 is suitably fixed within thecab. Alever-bar 55 is l'ulcrumed at 56 and provided with a. latch 57 forengagementwith the notches of the rack in an ordinarymanner. Secured tothe bar 55 is one end of-a rod 58, the other end of which engages thevertically bent end of one arm of a horizontally disposed elbowlever 59fulcrumed at 60 to any suitable part of the engine or car. The other armof the lever is slotted for the reception of a boss 61 fixed to a trip62 mounted to have endwise movement or transversely of the engine. Theoperator by throwing the lever 55 forwardly will cause the rod 58 alsoto move forwardly, whereby the trip 62 will be moved to the left (seedotted lines) and in position to contact the upstanding arm of atripping lever at that side of the engine. A mover nt of the lever 55 ina reverse direction will cause the trip to move to the right (see theother dotted lines) or in position to contact a tripping lever 25 at theopposite side of the track. This movement to either side of the enginedepends upon the direction of movement of the engine, for unless it wasadapted to so move, a tripping lever would be necessitated at each sideof the track.

It will be evident that the rods 26 may ex tend any ordinary distanceand even around curves, where they may be employed to actuate signallights and semaphores not at or near the switch. Any preferredsemaphore, switch-stand and signal light may be used, our invention notcontemplating broadly any specific form and construction thereof exceptas pointed out in certain of the claims hereto appended. If preferred,the ends of the trip may be equipped with rollers or wheels in order toeffect a rolling contact with the forked levers; however, we do not deemthis necessary.

NVe now proceed to the description of the operation.

Assume the parts to be in the relative positions shown at Fig. 1, and atrain on the main track and moving in the direction of the arrow at saidfigure. Should it be desired to run through on the main track, theoperator will not move the lever 55 to actuate the trip 62, as the maintrack is already clear. But should he desire to run onto the siding orpassing track, he will throw said lever the proper way to move the stripto strike the upwardly projecting arm of the tripping lever 25, throwits stem rearwardly, and through the medium of the connecting rods 26throw the switch-points over to the position shown at Fig. 3, in whichposition they are securely locked by reason of the rocker 28 havingturned the projection a partial revolution and thereby thrown the linkpast center, where said parts are restrained by the stop 32. The sameoperation will give a partial revolution to the switch-light and willraise the semaphore arms. The parts will remain in locked position untilthe trip has contacted and thrown the second tripping lever, which actfrees the above recitedparts from locked engagement. They are held,however, in side-track-engaging position by the knife-rail bearing onthe dog 16 until the last car of the train has passed over said rail,whereupon the spring will act to set the two parts for the mam track,and show a clear signal by giving a partial revolution to the switchlight and releasing the semaphore arms 50.

One-half only of the switch is shown. The operation at the portion notshown is identical with that described. The diagrammatical outlineengine shown is presumed to have passed over the switch in a directioncontrary to that of the arrow at Fig. 1, and to have left the track innormal position, the. main t ck being clear.

Having thus set forth the construction and operation, the purposes andadvantages of our invention, we claim as new and desire to secure byLetters Patent the following, namely 1. in combination with a main and aside track, switch-points, a shifting plate to which they are attached,a pivoted rocker secured at one end thereto, a connecting rc d to oneend of which the other end of the rocker is secured, a lever to whichthe other end of the rod is secured, and a depressible knife railadapted to actuate said lever, and to be actuated by the weight of theengine and cars passing thereover.

2. In combination with a main and a side track, switcl points, ashifting plate to wnich they are secured, a pivoted rocker secured atone of its ends to the plate, a connecting rod to one end of which theother end of the rocker is secured, a lever to which the other end ofthe rod is secured, a spring fixed to said plate to draw it in onedirection, and a depressible knife rail aoapted to actuate said leverand to be actuated by the weight of the engine and cars passingthereover.

3. In combination with a main and a side track, switch points, shiftingmeans to which hey are secured, a pivoted rocker secured at one of itsends thereto, a connecting rod to one end of which the other end of therocker is secured, a lever to which the other end of the rod is secured,a switch light adapted to be given a partial revolution by said shiftingmeans, and a depressible knife rail adapted to actuate said lever and tobe actuated by the weight of the engine and cars passing thereover.

4. In combination with a main and a side track, switch-points, shiftingmeans to which they are secured, a pivoted rocker secured at one of itsends thereto, a connecting rod to one end of which the other end of therocker is secured, a lever to which the other end of the rod is secured,a semaphore, means actuated by said shifting means for actuating it, anda depressible knife rail adapted to actuate said lever and to beactuated by the weight of the engine and cars passing thereover.

5. In combination with a main and a side track, switch-points, shiftingmeans to which they are secured, levers adapted to be tripped by apassing train, a rod secured to each of said levers, a rocker secured tothe other ends of the rods and adapted to be actuated thereby, meanswhereby said rocker will actuate said shifting means, and means wherebysaid last named means will be automatically returned to its normalposition.

6. in combination with a main and a side track, switch-points, shiftingmeans to which they are secured, a pivoted rocker secured at one of itsends thereto, a connecting rod to one end of which the other end of therocker is secured, a lever to which the other end of the rod is secured,a switch-light standard including a lateral projection, a link securedat one end to said projection and at its other end to said shiftingmeans, and a depressible knife rail adapted to actuate said lever and tobe actuated by the weight or the engine and cars passing thereover.

7. In combination with a main and side track, switch-points, shiftingmeans to which they are connected, at pivoted rocker secured at one ofits ends thereto, a connecting rod to one end of which the other end ofthe rocker is secured, a lever to which the other end of the rod issecured, a semaphore standard, a pivoted elbow-lever, one arm of whichis secured thereto, a draw-bar to which its other end is secured, theopposite end of the draw-bar being secured to said shifting means, and adepressible knife rail i adapted to actuate said lever and to beactuated by the weight of the engine and cars passing thereover.

8. The combination with a main and a side track, switch-points, shiftingmeans to which they are secured, levers adapted to be tripped by aassing train, a rod secured to each of said evers, a rocker secured tothe 1 other ends of the rods and adapted to be actuated thereby, meansfor connecting the j rocker and said shifting means whereby the a latteris actuated, a semaphore, and means interposed between it and saidshifting means whereby the latter actuates the former, of a depressibleknife rail adapted to actuate said levers and to be actuated by theweight of the engine and cars passing thereover, a bell-crank dog, onearm of which said auxiliary rail is adapted to contact, a connecting rodsecured to the other arm of said dog, and a second rocker, one of itsarms secured to the connecting rod and the other to said shifting means.

9. The combination with a main and a side track, switchpoints, shiftingmeans to which they are secured, levers adapted to be tripped by a)assing train, a rod secured to each of said l evers, a rocker securedto the other ends of the rods and adapted to be actuated thereby, meansforvconnecting the rocker and said shifting means whereby the latter isactuated, a semaphore, and means interposed between it and said shiftingmeans whereby the latter actuates the former, of a depressi ble kniferail adapted to actuate said levers and to be actuated by the weight ofthe engine and cars passing thereover, a bell-crank dog, one arm ofwhich said auxiliary rail is adapted to contact, a connecting rodsecured to the other arm of said dog, a second rocker, one of its armssecured to the connecting rod and the other to said shifting means, andmeans for drawing said last named means in one direction.

10. The combination with a main and a side track, switch-points,shifting means to which they are connected, means adapted to be trippedby a passing train, a rod secured to each of said means, a rockersecured to the other ends of the rods, a switch-light standard fixedcentrally of the rocker, a lateral projection from said standard, aslotted link provided also with an eye engaged with said projection, aboss on said shifting means adapted for engagement with the slot in saidlink, a switch-stand standard, there being a lateral projectiontherefrom, a link engaged with said projection and provided with a slotat its inner end, a boss on said shifting means adapted for engagementwith said slot, a draw-bar engaged with said shifting means, asemaphore, means intersposed between the drawbar and semaphore wherebythe former is actuated, an auxiliary rail, a bell-crank dog, one arm ofwhich said rail is adapted to contact to actuate it, a connecting rodsecured to the other arm of said dog, a second rocker, one of its armssecured to the connecting rod and the other to said shifting means, andmeans for drawing said last recited means in one direction.

In witness whereof we have hereunto set our hands this 19th day ofMarch, 1908 at Galesburg, Illinois.

WILLIAM E. DEWEIN. GEORGE S. ROBERTS. JOHN B. VAN PELT. l/Vitnesses:

L. M. RICHARDS, H. M. RICHARDS.

